Driving-gear for automobiles.



Patented N0v.2, 1909. 2 SHEETS-SHEET 1.

E. G. WHITAGRE.

DRIVING GEAR FOR AUTOMOBILES. APPLICATION FILED MAY 8, 1909.

INVENTOR' Edward George Whztacre.

ATTORNEYS HG. WHITAGRE.

DRIVING GEAR FOR AUTOMOBILES. I APPLICATION FILED MAY 8, 1909.

ATTORNEYS applied to the two wheels;

UNITED STATES PATENT ()FFlCE.

EDWARD GEORGE WHITACRE, F WELLSVILLE, OHIO.

DRIVING-GEAR FOR AUTOMOBILES.

To all whom it may concern:

Be it known that I, EDWARD Gnonen WHITACRE, a citizen'of the United States, and a resident of Wellsville, in the county of Columbiana and State of Ohio, have invented a certain new anduseful Drivin Gear for Automobiles, of which the follow ing is a full, clear, and exact description.

The principal objects which the present invention has in View are: to provide a driving mechanism which may be independently attached to the driving wheels of the automobile; to avoid the necessity for using differential gears in the driving axle; to provide a straight; rigid axle for vehicles of the character described; to provide automatic means for compensating the difference in speed between the twodriving wheels while moving in a curved path; to automatically by-pass and graduate the motive power as ing parts so that the same are protected against admission of dust or dirt; to hang the engines upon the spring body to cushion the vibration of the travel of the car; to maintain constant the relation of the driving and driven members; and to simplify the construction of the various instrumentalities comprising the presentmechanism.

One embodiment of the present invention is shown in the accompanying drawings, wherein like characters of reference indicate corresponding parts in all the views.

Figure 1 is a plan view of an automobile chassis showing the location of the engines and fuel and water tanks; Fig. 2 is a longitudinal vertical section taken on the line 2-2 in Fig. 1; and 3 is an enlarged detail view in vertical cross section, taken on the line 33 in Fig. 2, showing one of the driving wheels and the power transmission connection therewith, the driving axle appearing in full lines.

The present invention, as above stated, relates more particularly to the mounting for the driving engines used in automobiles.

The style of engine may vary; that shown in the drawings is of the character known as steam engines, but any form of engine wherein the motive power is a gas under )ressure will serve. In-the form of engine known as the internal combustion engine, the present construction might be used, provided any of the well known relief valves were employed in conjunction with one or the other of the engines, which would be Specification of Letters Patent.

to house the mov Patented Nov. 2, 1909.

Application filed May 8, 1909. Serial No. 494,829.

to the spokes and hub of the wheel an internal gear 8 of any suitable dimension, and secured to the spokes of the wheels 6 by means of bolts 9. The open face of the gear may be covered by any suitable form of casing, the edges of which are packed dustproof. The casing is, of course, stationary, and the internal gear rotates within the same. Meshedwith the teeth of the gear 8 is. a pinion 10, which is fixedly mounted upon the. driving crank shaft 11 of the engine, which shaft is mounted in shaft races 12l2 and is supported in the frame of the engine as shown in Fig. 3 of the drawings.

The races 1212 are elongated to provide for the movement of piston rods 13-13, which are secured on the crank pins of cranks 14-14, which are suitably connected with any desired form of steam engine; that shown inthe drawings compound engine, operating the two piston rods 13-13 on the double crank shaft 11.' As is usual in this form of engine, one of the cylinders is compound. The engine and races 1212 are contained within a casing 15, formed of close fitting plates, bolted to side frames to form, whenassembled, a rectangular dust-proof chamber as shown in the drawings on the lower side of Fig. 1, and in Fig. 2.

From the casing 15 are extended clip brackets 18 and 19, to fit closely around the axle 4. The-clip brackets are bolted in po sition upon the said axle in such manner as to form a hinge from the swing of the easm 15 and the engines supported therein.

The casing 15 being supported by the hinged construction engaging the axle 4 just above described, the forward end is mounted by means of hangers 20 which are bolted to the side rail of the chassis at 21 and to the side of the casing 15 at 22, as shown in the drawings. The joints 21 and 22 are preferably formed as universal joints,

being indicated as a to accommodate any sway or lateral vibra*.

tion on the part of the body of the vehicle which does not agree with the alinement of the axles in other words, the swinging connections are such that the attachment of the casingl5 to the axle 4. is positive and paramount.

Steam pipes 23-23 are connected to the casing 15 by ball-jointed unions, so that they will accommodate any rise and fall on the part of the casing l5,and the same is true of the water circulating pipes 24. The pipes 2323 are broughttogether and joined to a main supply pipe 25, which leads forward to the boiler or source of power located under a bonnet 26. The water circulating pipes 24 may be likewise joined to a common memher, though this is not, imperative as the said pipes do not perform the same functions as are performed by the steam pipes 2323.-.

W hen, in the operation of theengines on both sides of the vehicle, the vehicle is driven around a curve and it becomes desirable that the wheel on the inside of the curve should move slower, and that the wheel on the outside should move proportionately faster relatively than the body speed, the conditions necessary to such accommodation on the part of the two wheels, is brought about by means of the connection of the pipes 25-23 to the main supply pipe 25.

The resistance on the part of the engine connected to the wheel onthe inside of the curve which is slowed in its action, produces an added resistance to the entering steam,

while on the opposite side of the-vehicle the acceleration of the wheel on the outside pf the curve eases up on the engine, thereby -mater1ally reducing the engine resistance.

T he result of the increasing resistance on the one side and the decreasing resistance on the other, is that the steam delivered by the supply pipe 25 follows the line of least resistance, or, to speak more plainly, accommodates itself to the varying condition in the two engines, supplying less steam to the slowly moving and more to the accelerated engine; this action is automatic and in exact proportion to the demands.

A'w ater circulation pump 27 is suitably connected through a plurality of leverswith a rocking arm 28, which is pivotally mounted at'29 on the side rail of the chassis. At

' the lower end of the rocking arm 28 there is formed a slot 30, in which is mounted a pin3l extended from the pistonrod or cross head, as the case may be. It is by means of this connection the connection wherein is utilized the slotted end 30 of the rocking arm. 28., there is accommodated a rise and fall on the part of the engines contained in the casings 15.

The water circulatingpipes 24 are ex-- is secured in the lower end 0 two gear wheels that the pump 27 is actuated. to maintain the rapid circulation of water. contained in the water tanks. By means ofscans tended forward to radiators 32, mounted in the forward end of the automobile, in the construction illustrated in the presentdraw= in s. i

lhrottle rods 33 are extended through the casings 15 and suitably attached to theen gines contained in the said casings. The

rods 33 are connected by means of connectwhich in turn the lowerarm of a foot-actuated lever 36,- located in the ing rods 34: to a cross rod 35% vbody of the car, and in position to receive the foot of the chauifeur. By means of the connecting rods sa er the variation in the movement of the chassis and the suspended engines is absorbed.

WVhen constructed as above described and as shown-in the drawings, the operation of, driving a vehicle-1s 1n every respect similar to that .at present employed, for vehicles nected primarily with a driving shaft which is connected with a two-piece axle provided with a differential gear connection.

By constructing a.vehicle as herein de structural features and in operative possibilities. The adjustment of to varying needs, tion herein described than in the ordinary constructions of the present day; the ri id driving shaft extension usually employe is dispensed with; and the variable speed gears.

.85 where the engines and moving parts are con- I scribed,-the mechanism is simplified both in the two engines 1S simpler 1n the construc used in connection with internal combustionlsecure by Letcrank shafts, two casings pivotally-mounted on the axle of said traction wheels, said casings su porting said motors and forming bearings or said crank shafts, one of which is fixedly mounted on each of the, said traction wheels, two gear pinions one of which is fixedly .mounted'on' each of said crank shafts and engaged with one of said gear wheels mounted on said traction wheels, suspending) devices for supporting said casings on the of the vehicle, said devices being pivotally mounted upon the said vehicle and upon the said casing, a steam-generator mounted upon the said body and adapted to deliver powen thus described my invention, 1'

on" two reciprocating motors ody to the said motors through a common duct whereby the unequal demands for power medium on the part of the two motors are i 136 at all times accommodated, a throttle mech- 'fmis'm fer said meters having suitable con- 7 meeting devices with the foot pedal-situated conveniently t6 the feet of the chaufieur for controlling-said motors, and a Water circulating system embodying a, pump operated velongmted vertically disposed v109p in the end Witnesses:

of a rocking lever to reciprocate the plunger 10 of said .pump

' In testimony whereof I have signed my name to this'specification' in the presence of two subscribing witnesses.

EDWARDGEOVRGE WHITAGRE.

MARY E IMBRIia, W. R. MACDONALD. 

